ICAO sets out standard international phraseology for communications between air traffic services and pilots in several documents including Annex 10 Volume 2 (Communications Procedures) to the Convention on International Civil Aviation and ICAO PANS-ATM (Procedures for Air Navigation Services – Air Traffic Management) Doc. 4444.

Introduction
Radiotelephony provides the means by which pilots and ground personnel communicate with each other. Used properly, the information and instructions transmitted are of vital importance in assisting in the safe and expeditious operation of aircraft. However, the use of non-standard procedures and phraseology can cause misunderstanding. Incidents and accidents have occurred in which a contributing factor has been the misunderstanding caused by the use of non-standard phraseology. The importance of using correct and precise standard phraseology cannot be over-emphasised. Communications shall be concise and unambiguous, using standard phraseology for all situations for which it is specified. Obviously, it is not practicable to detail phraseology examples suitable for every situation. However, if standard phrases are adhered to when composing a message, any possible ambiguity will be reduced to a minimum. Only when standard phraseology cannot serve an intended transmission, shall plain language be used.

IFR Departures
At many airports both arrivals and departures are handled by a single approach control unit. At busier airports departures and arrivals may be handled separately. Pilots of all aircraft flying Instrument Departures are to include the following information on first contact with approach control/departure radar:

Call sign;

SID Designator where appropriate;

Current or passing ALT/FL; PLUS

Cleared ALT/FL. For Standard Instrument Departures involving stepped climb profiles, state the initial ALT/FL to which the aircraft is climbing.

NB : In addition to the ATC route clearance, departing IFR flights may be given additional instructions to provide separation in the immediate vicinity.

IFR Arrivals
Aircraft flying within controlled airspace will normally receive descent clearance to the clearance limit from the ACC prior to transfer to an approach control unit. On transfer to approach control further descent instructions may be given.

Communication script

The following transcript of an IFR flight, GIA734, from Soekarno Hatta Jakarta (WIII) to Juanda Surabaya (WARR), with the ATC online :

Before we continue, i would like to highlight the “Vectoring to Final Approach” implementation, Radar vectors are usually given to arriving flights to position them onto a pilot interpreted approach aid, to a point from which a radar-assisted approach can be made or to apoint from which a visual approach is made. In the following example an identified aircraft inbound to Juanda is given radar vectors to the ILS.
• WARR_APP:
Indonesia 734, turn left heading 090, continue descent 3000feet, vector ILS r/w 10.

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Area Navigation (RNAV) can be defined as a method of navigation that permits aircraft operation on any desired course within the coverage of station-referenced navigation signals or within the limits of a self contained system capability, or a combination of these.

RNAV was developed to provide more lateral freedom and thus more complete use of available airspace. This method of navigation does not require a track directly to or from any specific radio navigation aid, and has three principal applications:
A route structure can be organized between any given departure and arrival point to reduce flight distance and traffic separation :

A route structure can be organized between any given departure and arrival point to reduce flight distance and traffic separation;

Aircraft can be flown into terminal areas on varied pre-programmed arrival and departure paths to expedite traffic flow; and

Instrument approaches can be developed and certified at certain airports, without local instrument landing aids at that airport

VERTICAL RESTRICTION
Pilot shall comply with an ATC assigned level. Pilot shall also adhere to the vertical restrictions depicted on the cleared Transition and SID RNAV-1. ATC clearance will take precedence when the ATC clearance does not allow the pilots to adhere to the vertical restriction depicted on the Transition and SID RNAV-1.
Aircraft which level is below the assigned level at the entrance way point, shall maintain its level until way point appropriate to its level.

RUNWAY ALTERNATION
Traffic inbound from east for arrival will use runway 07L/ 25L. Traffic inbound from west will use 07R/25R.

Implementation of the new rapid taxiway, re-designation of taxiway N3 to N7.

The addition of Rapid Exit Taxiway causing changes on taxi routing procedure the numbering of taxiway as follows :

N1 not changed

N2 not changed

The new N3 (between existing N2 and N3 that exist)

N3 will be N4

N4 will be N5

N5 will be N6

N6 will be N7

Taxiing route procedures described on paragraph above will changed as depicted on AIP SUPP 2/ 2012 document as follows:

Attachment ‘A’ for Taxiing Route‐Take Off RWY 07R

Attachment ‘B’ for Taxiing Route‐Take Off RWY 07L

Attachment ‘C’ for Taxiing Route‐Take Off RWY 25R

Attachment ‘D’ for Taxiing Route‐Take Off RWY 25L

Attachment ‘E’ for Taxiing Route‐Landing RWY 07R

Attachment ‘F’ for Taxiing Route‐Landing RWY 07L

Attachment ‘G’ for Taxiing Route‐Landing RWY 25R

Attachment ‘H’ for Taxiing Route‐Landing RWY 25L

New Rapid Exit Taxiway and Taxi Guidance Sign layout changes are also shown on attachments as follows :

Attachment ‘I’ for Aerodrome Chart

Attachment ‘J’ for Taxi Guidance Sign Chart

IMPLEMENTATION

The operation of the new Rapid Exit Taxiway, Re‐Designation of the Taxiway N3 to N7, and Revision of Related Taxi Route Procedures at Soekarno Hatta International Airport will be effective on 05 April 2012 at 00.01 UTC.